Turbo-jet power plant with fuel vaporizer for afterburners



mg, 2% W49., N. c. PRICE 2,479,776

` TURBO-JET POWER PLANT WITH FUEL VAPORIZER FOR AFTERBURNERS AGENT ug. 23, 1949.. N C, PRlCE 2,479,776

TURBO-JET POWER PLANT WITH FUEL VAPORIZER FOR AFTERBURNERS Filed April l5, 1944 2 SheetS-Sheet 2 a 55' sa 52 53 Patented Aug. 23, 1949 TURBO-JET POWER PLANT WITH FUEL VAPQRIZER FOR AFTERBURNERS Nathan C. Price, Hollywood, Calif., assignor to Lockheed Aircraft Corporation, Burbank, Calif.

Application April 15, 1944, Serial No. 531,259

(Cl. (S-35.6)

l Claims. l

This invention relates to prime movers of the gas reaction type in general and more particularly to the internal combustion types of engines which function in the manner commonly known as jet propulsion; and this application is a continuation-in-part of co-pending application Serial No. 488,029, iiled May 22, 1943, now Patent No. 2,468,461, which is, in turn, a continuationin-part of copending application Serial No. 433,599, filed March 6, 1942.

This invention nds its principal application in connection with a jet power plant type of prime mover adapted to be employed in aircraft and like high velocity vehicles, and, particularly, in high altitude airplanes designed for sub-stratosphere or stratosphere flight.

In a jet propulsion unit where the reaction of a rearwardly directed jet of combustion gases is utilized for the propulsive force, a nozzle structure is ordinarily .employed for receiving the heated propulsive gases from the combustion chamber and for discharging them eiiiciently in the form of a high velocity reactive stream. At times it is desirable to augment the thrust and power of the propulsive jet for relatively short periods of time, as when employed in an airplane a sudden burst of speed is required or a period of rapid climb is desired. Heretofore, aircraft driven b y external propellers have had the one advantage, over jet propelled aircraft, of requiring less take off distance. This was due to the very high thrust which variable pitch propellers are capable of exerting under static and low speed conditions. This invention, which supplies means to a jet propulsion power plant for effecting an extremely high augmentation of thrust, eliminates the before mentioned disadvantage, to the extent that it now becomes feasible to operate heavily ladened jet propelled aircraft from carrier decks without employing auxiliary propellers or other supplementary takeoil' assisting means such as catapults, powder rockets, and the like devices. f

This thrust augmentation may be effected by the introduction or injection of supplementary fuel into the gases entering the nozzle from the primary combustion zone to support secondary combustion therein with resultant increase in the heat energy of the discharged gases.

In :order to effect rapid, complete, and elcient 50 combustion of the secondary fluel in the rapidly flowing stream'of exhaust gases discharged from a primary combustion chamber and passing through the relatively short secondary combustion zone in the nozzle, it has been found desirable to pre-heat the fuel to aid atomization and vaporization. It has also been found desirable to employ means to cool the walls of the secondary combustion zone portion of the nozzle and also to cool a portion of the nozzle outlet which is subject to the intense heat of the secondary combustion. In order to accomplish this ycooling and at the same time effect heating and vaporization of the liquid fuel, it has been found possible and advantageous to circulate the fuel in indirect heat exchange with the secondary combustion zone and nozzle walls followed by injection of the fuel containing the heat thus removed from the secondary combustion zone and nozzle walls into the secondary combustion zone. Thus the cooling is eifected substantially without loss ofheat energy as would be the case where an extraneous cooling uid is employed in an external cooling system which gives up its heat to the air. f Y

It is, accordingly, an object of this invention to provide a means for cooling the walls of a combustion zone substantially without loss of heat to the jet propulsive system.

It is another object of this invention to provide'an eilicient means for pre-heating liquid fuel for injection into a combustion zone'producing a propulsivejet of heated products of combustion.

It is a further object of this invention to provide a novel and improved means for injection of atomized and vaporized liquid fuel into the rapidly owing stream of combustion gases in a secondary combustion zone of a jet propulsive nozzle. Y

It is a still further object of the invention to provide a means of increasing the range of thrust obtainable from a jet power plant while .maintaining conditions of high plant eiliciency and to provide a method of insuring high efficiency duringboth high and low power outputs` It is al-so an object of this invention to provide a jet propulsiva aircraft power plant having improved features of construction and durability;

The objects of this invention are, in part, at-

tained by circulating liquid fuel in indirect neat exchange with walls defining the combustion zone and subsequently injecting the heated circulating liquid fuel into gases in a combustion zone which supplies combustion gases t9 the propulsive jet.

These and other objects and features of novelty will become evident hereinafter in the description which, together with the drawings, illustrate preferred embodiments of the invention.

Figure 1 is a longitudinal view, partially in section, showing the general arrangement of the rear end portion of a jet propulsive power plant including the discharge nozzle.

Figure 2 is an enlarged fragmentary cross-sectional view taken through the secondary combustion zone portion of Figure 1.

Figure 3 is an enlarged fragmentary crosssectional view taken on line 3-3 of Figure 2.

Figure' 4 is a fragmentary cross-sectional view taken on line 4--4 of Figure 1.

Figure 5 is an isometric fragmentary view of the manifolding apparatus shown in Figures 1 and 2.

Figure 6 is an enlarged fragmentary cross-sectional detail view of an alternative control mechanism for the nozzle shown in Figure 1.

Referring now to the drawings in which like reference numerals refer to corresponding parts throughout the several figures, the apparatus of the invention is as follows:

The general arrangement of the apparatus associated with this invention, and which is adapted to be employed in connection with the Jet propulsion power plant of the type disclosed in my co-pending application Serial No. 488,029, is best shown in Figure l, said apparatus comprising as the principal elements thereof, a combustion chamber Z, gas turbine G, secondary ,combustion zone S, and nozzle N.

The combustion chamber Z which is adapted to receive compressed combustion air from the final stage air compressor through the annular shaped duct I0 and entrance passage I0', is an approximately annular space of slightly diminished average diameter toward its outlet, defined on the outside by the housing Ii, and on the inside by a concentric partition I2. A pair of substantially annular shaped and concentrically positioned shroud shield members I3 and I4 are supported at the forward end portion of the combustion chamber and extend rearwardly into the combustion chamber .to form therebetween, at l5, an approximately annular shaped combustion zone. At the forward portion of the com bustion zone within the shrouds i3 and i4 and supported by means of radial vanes I3 and l1, is a second pair of relatively short, concentrically disposed inner shroud members I8 and i9 extending into the forward portion of the combustion zone i5. said inner shroud members being shaped to converge and Join at their inner ends to form, in effect, an open ended approximately annular shaped central fuel nozzle housing.

A plurality of circumferentially spaced fuel and air injection spray jets supported and connected to'suitable manifolding 20, contained within the annular entrance space i0. extend approximately axially therefrom into the before mentioned- 'nozzle housing ls-IS located within the entrance to the combustion zone as shown at 2|. Each spray jet carries at the inner end a pair of laterally directed orifices which are adapted to direct atomized streams of fuel through reslstering lateral perforations 9 in the nozzle house ing and into the stream of compressed air flowing rearwardly through the approximately Venturi shaped air passages 25 and 26 leading into the combustion zone Z. The combustion chamber converges at the rear end portion to an annular passage 21 which forms the inlet nozzle for the expansion zone of the gas turbine G. The combustion chamber construction just described is substantially the same as that claimed in my copending application, Serial No. 579,757 filed February 26, 1945.

The gas turbine G of the power plant, which is contained within the cylindrical housing section 30, comprises a semi-hollow conoidal shaped rotor, 3| which is coaxially and rotatably positioied within the said power plant with the end of minimum diameter facing rearwardly in the direction of flow of the propellant gases to form an expansion zone of increasing cross-sectional area between the said rotor 3| and the inside surface of said housing 30. The turbine rotor 3| is splined at 32 and bolted at 33 onto the rear end of a shaft 34 which is concentrically and rotatably supported upon suitable bearings 34' and 39 within the power unit and makes a driving connection with the combustion air compressors as shown and described in my (zo-pending application, Serial No. 488,029. The gas turbine rotor carries a plurality of rows of radial impeller blades as shown at 35-38 and a plurality of rows of radial intermediate stator blades are carried by the housing 30 as shown at 40, 4| and 42 in Figure l.

Located immediately at the rear of the gas turbine and attached at 43 to the gas turbine hous'- ing by flanges 44 and 45, as best shown in Figure 2, is a secondary combustion chamber S which terminates in a nozzle section N. The nozzle N has a Venturi shaped throat having a contracted section as shown at 41. The secondary combustion chamber S is defined on the outside by an approximately cylindrical shaped housing shell 50 joined at the forward end to flange 45 by suitable means, such as by welding at 5|, and at the rearward end to flange 52 by suitable means such as by crimping and welding at 53. The flanges 45 and 52 are axially perforated as shown at 56 and 52 respectively, to receive in slidable yet substantially iiuid tight fit the opposite ends of a plurality of closely spaced axially positioned tubes 55 and 55' positioned side by side in parallel arrangement and sumciently close together to form a cylindrical or cage-like assembly as best shown in Figures 2 and 4, so as to substantially shield the inner surface of the surrounding shell 50 from contact with the heated gases and from radis-tional view of the combustion flame in the inner portion of the secondary combustion zone as more fully described hereinafter.

Alternate tubes of the said cylindrically arranged bundle of tubes which pass through the supporting perforations 56 in the forward flange 49 make substantially fluid tight connection at their forward ends through the flange openings or perforations with the rearward face of a square sectioned annular shaped manifold 58 which manifold in turn lies in slidable yet substantially fluid tight fit in an annular recess 46 formed between the coupling flanges 44 and 45, and flush with the adjoining internal cylindrical surfaces of the turbine and secondary combustion chamber housings 30 and 50. Perforations 48 which preferably pass obliquely from the interior through the side walls of the manifold 58' and open into the ends of said tubes 55, as best illustrated in Figure 5, form means for passage oi fluid from the manifold I8 into the tubes 55. Every alternate one of the return circulating tubes. as best illustrated at 8l' in Figure 5. also makes a substantially fluid tight connection through the flange 48 and with the side of the manifold 88, but each over the closed end of a U shaped recess 80, the inner open end of which is directed radially inward and communicates with the interior portion of the entrance to the secondary combustion zone adjacent the turbine discharge, for introduction of fluid in the manner illustrated by the arrows 8| in Figures 2 and 5.

It will be noted that the type of support afforded the mannoid sa and tubes ss permits these members to slide with respect to the outer casing, under the inuence of differential thermal expansion, as for example when a high rate of supplementary fuel injection is suddenly applied as hereinafter described. This is essential since one of the valuable and novel features of the invention is the provision of a method of changing' the thrust of the plant almost instantaneously, as can be accomplished by the system provided.

The opposite rearward ends of the tubes 85 and 55' are supported by and make substantially fluid tight connection in the perforations or sockets 62 formed in the forward face of the before mentioned rearward flange 82. Each pair of adjacent tubes 55 and 88' communicates with and is inter-connected by a looped return duct or channel 83, cast or otherwise suitably formed in the converging portion 84 of the nozzle entrance, each such channel 63 being formed by a pair of inwardly curving longitudinal ducts 88 and 85 interconnected at the inner rearward end by a return bend portion 68. A plurality of such adjacent looped channels, as best shown at 88 in Figure 2 and at 65-85' in Figure 4, are provided around the circumference of the walls of the before mentioned convergent portion 64 of the nozzle N, each of said looped channels making connection with a. pair of the before mentioned adjacent circulating tubes 85-55' as just described. Circulation of uid may thus be effected rearwardly through the tube 55 from the manifold 58, thence through the loop channel 85-68-65' in the direction indicated by arrow 81 in Figures 2 and 5, and return through tube 55 to the recess 60 and thence radially out of the recess discharge opening, into the chamber in the manner indicated by the arrows 8l.

The before mentioned manifold 58, retained within the recess 48, formed between the flanges 44 and 45 of the turbine and secondary combustrifugal force imparted thereto by the rotation of the rotor. the fuel flows forward and upward into the said recess 18 and escapes outward in the form of a mixture of gas and spray through a plurality of radially directed apertures 80. Fuel may thus be simultaneously introduced into the secondary combustion chamber through the outer slot 8i and the rotor apertures 80. This type of fuel distribution simulates the distribution in a free vortex, which is conducive to better fuel distribution and which insures a high rate of heat liberation in a small space. Therefore, a smaller combustion chamber suffices and the loss of unburned fuel from the propulsive nozzle is' prevented.

An annular vane 8| is concentrically supported intermediate the turbine rotor and sneu oppotion chamber respectively, is adapted to be supplied with suitable liquid fuel from a, fuel supply pipe 69 or a plurality of such fuel pipes through suitable threaded connections 18 in flange 45 and registering apertures 1I and 12 in the flange 45 and manifold 58 respectively.

Fuel feed pipes, preferably in the form of a spider of three such fuel pipes, at 120 angular spacings, extend from the annular manifold 58 as shown at 13 and 14 to a centrally located conically shaped cap member I5 which is positioned adjacent the rear end of the turbine rotor 3i and shaft 34. A cylindrical portion 18 of the cap 15 extends forward into an overhanging surface element 11, which forms the trailing tail surface of the conoidal turbine rotor 8 i Fuel introduced into the conical cap 15 by way of said fuel supply pipe 88, manifold 58, and interior fuel pipe spider 14, drops therefrom into the recess 18 under the said surface 11 and, in operation. under the censite the fuel injection orifices 6| and 80 adjacent the turbine discharge by means of a plurality of radially positioned varies 82 and serves to direct smoothly the now of discharge gases from the turbine into the secondary combustion chamber and also serves to receive any unatomized droplets of fuel which may be discharged from the slots and apertures and impinge upon the surfaces thereof.

The components of the secondary combustion chamber S are, for the most part, fabricated from a ferrous alloy which is high in nickel and chromium content, such as Inconel for example.

The nozzle end portion of the unit through which the secondary combustion chamber S discharges, is constructed. as before mentioned, of a divergent-convergent Venturi shaped passage having a contracted throat portion as shown at 41. The divergent portion of the nozzle contains the before mentioned plurality of fuel passages asbest shown at 63 in Figure 2 for cooling. On the exterior of the nozzle end and surrounding a substantial portion thereof, is an annular shaped streamline sectioned enclosing member 85 supported by a plurality of hollow longitudinal struts 86 and separatedA from the inner lining of the nozzle by an air passage 81. An annular slot 88 is thus formed surrounding the convergent portion of the nozzle and which communicates by way of the said curved passage 81 with the nozzle outlet at 89. The trailing edge of the outer nozzle member 85 extends a short distance beyond the termination of the inner lining of the nozzle N at 89 whereby, in operation, a moderate ejecting eiect is obtained which induces circulation of cooling air into the annular slot 88 through the curved passage 81 and outward at 88 into comingled relation with the discharged combustion gases. `At a point inside of and adiacent the convergent portion of the nozzle, intermediate the secondary combustion chamber S and the nozzle portion N, is an annular shaped streamline sectioned variable" throat member 90.

The member 90 is preferably constructed of precision cast cobalt-chromium-tungsten alloy, and in certain instances this member may consist of the alloy cast in a hollow ceramic sheathing to which the alloy adheres, giving the heat resistant ceramic member adequate strength and resiliency. This throat member 90 is supported by a plurality of inwardly curved arms Si which make connection with the inner ends of a plurality of longitudinal rods 92 which are in turn reciprocably supported in suitable longitudinal guide bearings 93 in the hollow struts 86 and terminate at their inner ends in pistons 94. The piston shown at 94 is contained in a cylinder 95 to which fluid under pressure may be transmitted through a suitable pipe connection 96. The variable throatmember 901 is thus longitudinally reciprocable between the limits shown. in dotted lines to vary the effective cross-sectional area of the nozzle N by variation of the fluid pressure in the pipe 96.

Referring now primarily to Figure 6, an alternative apparatus is illustrated for actuating and controlling the nozzle throat member 90. Cylinder contains a piston |0| which is carried on the end of the piston rod |02. The said piston rod |02 is hollow and with the exception of the intermediate inner contraction which forms a needle valve seat at |03, interconnects the head of the cylinder through the piston and passage |04 in the arm 9| with the hollow of the throat member 90. A plurality of bleed holes, as shown at |05 and |06 lin the throat member 90, serves to vent the cylinder |00 by way of the beforementioned hollow piston IOI, rod |02, and arm 9|.

A tubular guide |01 extends axially from the -inner side of the cylinder head |08 through the piston |0| and into the hollow piston rod |02. A needle valve rod member |09 having a tapered end ||0 is reciprocably supported inthe tubular guide |01 and is adapted to be adjusted in longitudinal position with respect to the cylinder |00 by means of a Bourdon cable carried in a Bourdon sheath H2 which is attached to the cylinder head |08. The tapered end ||0 of the valve rod |09 is adapted, in operation upon sufficient rearward displacement of the rod |02,

to enter and substantially close the opening in the contraction |03. Air or other suitable uid under pressure slightly above that of the gases Within the secondary combustion zone is supplied to the head end of the cylinder |00 through a suitable pipe connection H3. .v

Referring again primarily to Figure 1, ||5 is a fly-ball governor which is gear driven on a lateral accessory shaft IIB through bevel gears ||1 and |8. The bevel gear ||8 is xed to'and driven by the gas turbine shaft 34. A bell crank |20 which is actuatable by the governor is connected at |2| with the end of a suitable control member such as a Bourdon cable which is movably supported in a Bourdon tube ||2. The end of the Bourdon wire may be attached for operation of either of the alternative nozzle opening control apparatus shown in Figures 1 or 6. In the case of Figure 1 the Bourdon wire is operatively attached at to the needle rod |22 of a needle valve |23. Upon inward movement of the rod |22 its beveled end |24 is adapted to seat on an outlet valve seat |25 to close the outlet port |26. The valve |23 is connected through suitable tubing 96 with the cylinder 95 and air `or other suitable fluid is adapted to be supplied under pressure to the valve |23 and the cylinder 95 through pipe connection |21.

In the case of the apparatus of Figure 6 the Bourdon cable is operatively attached at I to the end of the before mentioned valve rod |09. The operation of the invention is as follows: Compressed air is introduced from the compressor through the annular shaped duct |0 and entrance I0' and flows into the combustion chamber Z by wayof the Venturi shaped passageways 25 and 26 where it first meets and mixes with atomized liquid fuel from the spray nozzles 2|. Burning of the fuel-air mixture takes place in the combustion zone |5. The resultant heated products of combustion and air ow out from the combustion chamber Z through the discharge nozzle 21 and into the expansion zone of the gas turbine G. The resultant rotational power from the rotor 3| of the gas 'turbine G is transmitted back through the shaft 34 to the air compressor in the manner shown and described in connection with my co-pending application, Serial No. 488,029. i

The turbine exhaust gases iiow on from the turbine exhaust through the passages formed on either side of the streamlined baffle 8| Where. when supplementary fuel is being injected, said gases meet and mix with vaporized fuel entering through the plurality of slots 60 and with vaporized and some unvaporized fuel entering through the rotor orifices 80. Spontaneous combustion of the air-fuel mixture takes place in the forward portion of the secondary combustion zone S and the heat'l given up by conduction from the gases and by radiation from the combustion flame to the tubes 55 and 55 may be absorbed in fuel circulating therein. The tubes 55 act as heat absorbing bodies with respect to the turbine buckets facing the tubes which results in somewhat reducing the temperature of the last stage turbine buckets. The intermediate curtain of secondary fuel vapor issuing from the intermediately positioned injection orifices 60 and 80 also tends to blanket return radiation to the turbine from the combustion zone. When injection of supplementary fuel is desired, fuel is introduced through the supply pipe 59 into the annular shaped, square sectioned manifold 58, whence it flows through the oblique apertures 40 into the fuel heating tubes 55, thence rearward to the loop duct 63 through the passages 65 and 65 and returned through the pipe 55' to the manifold slot 60 Where the gasied fuel escapes at relatively high velocity radially inward into the combustion gases flowing from the turbine discharge to the secondary combustion zone S. That portion of vthe liquid fuel which is introduced into the annular manifold 58 and which does not pass through l the orices 40 into the heating tubes 55, ows

into the inner feed pipes 14 which lead to the turbine rotor cone 15. This fuel, which is as yet unvaporized, swirls with rotation of the turbine wheel into the overhanging trailing edge-of the rotor member 11 and under the centrifugal force imparted to it by the rotation of the rotor 3|, moves upward and outward through the recess 18 from which it is finally discharged in a spray at highvelocity through the plurality of orifices 80 to comingle with the turbine exhaust gases in the form of a free vortex as before mentioned. The before mentioned apertures 48, interconnecting the manifold 58 and the tubes 55, are obliquely positioned so as to introduce fuel into the end of the tube with sufficient tangential velocity to impart spiral flow in the immediate forward ends of these tubes in order to insure complete initial inner surface contact.

It will be apparent from the described details that the various fuel conduits cooperating to eifect injection of fuel into the combustion zone are so supported that differential thermal expansion is permitted in these parts without restraint so that thermal stresses are minimized. Also the conduits are readily removable to permit cleaning.

The method of fuel admission to longitudinal tubes eliminates the possibility of hot spots developing in metal parts. For example, the intensity of flame sweeping the outside of any particular longitudinal tube is limited by the amount of vaporizing fluid flowing within that tube. which prevents local overheating of individual tubes.

The combustion chamber outer casing which ls shielded from radiant heat,absorbs stresses due to contained pressure within the combustion zone i while parts subjected directly to radiation do not carry the bursting stresses of the pressure within the chamber. This pressure may reach approximately seventy pounds per square inch at sea level, as a typical example.

The back pressure on the turbine and the secondary combustion zone S is varied in accordance with the variable effective area of the nozzle throat as determined by the corresponding longif tudinal position of the movable throat member 90. For eflicient operation it is desirable that the effective area of the nozzle N shallvb'e varied to increased or decreased values in accordance with a function of the increase or decrease in the amount of secondary fuel injection, whereby a substantially constant back pressure on the turbine exhaust and a consequent constant rotational speed of the turbine may be maintained.

In operation the variable nozzle throat member 90 will tend to move rearwardly by the drag of the outward flowing combustion gases.' Its longitudinal position may thus be determined and controlled by imposing through pipe 96 a suitable opposingr pressure upon the rearward surface of piston 94 in the cylinder 95, such pressure being just suicient to balance the said drag at the desired position. The longitudinalV position of the nozzle throat member 90 may thus be readily varied and adjusted. Proper variation of .the pressure in cylinder 95 to effect such adjustment of the nozzle throat member 90 may be performed by means of the control of valve |23 by the action of the centrifugal governor |'|5. YThe action of the governor is such that an increment of turbine rotational speed will cause the fly-balls of the governor to move outward under the correspond-v ing incrementy of centrifugal forcey resulting in counter-clockwise angular displacement of the bell crank |20. Such angular movement of the bell crank |20 acting through the interconnecting cable I I causes movement of the inner endA |24 of the needle |22 away from the valve seat |25 to allow pressure fluid toescape in greater volume frorn'thefvalve discharge |26. The resultant reduction in pressure in pipe 96 and cylinder 95 results in rearward movement of the member 90 to reduce the effective area of the nozzle passage. The resultant increase in back pressure upon the gas turbine tends to reduce its rotational speed in opposition to the before mentioned increment in speed which initiated the hereinbefore described regulatory action. An incremental reduction of turbine sneed results in an opposite'regulatory action o'f the 'governor ||5 and pressure regulator valve |23. Regulation tol equilibrium' between the action of the governor,` the back pressure. and turbine speed is thus obtained which tends to hold the turbine to substantially constant speed. I A

'In the case of the apparatus illustrated in Figure 6. the Bourdon cable leading from the centrifugal governor is connected through to the needle valve rod |09. An increment of rotational speed ofthe turbine results in rearward movement of the needle |09 away from the contraction |03 opening the passage for uid be-` tween the said contraction |03 and the en d ||0 of the needle rod |09. The fluid supplied to cylinder |00 through connection H3 may thus escape through the clearance between the contraction |03 and end ||0 of the rod |09 and flow through the passages in the arm |04 and member 90 to 10 be nnally discharged into the nozzle throat through the orifices |05 and |06.A The resultant drop in pressure in the head of cylinder` |00 allows the piston |0|` carrying the rod |02 and the throat member 90 to move rearwardly under the drag force of the combustion gases passing through the nozzle,' until the contraction |03 is moved into substantial re-engagement with the end of needle rod |09 under which condition the pressure in cylinder |00 will be re-established to a value sufficient to hold the throat member in the new position. The said throat member will thus follow the movement of the needle rod |09 as actuated by the governor ||5 in such a manner as to tend to maintain the gas turbine at a constant speed.

The described combustion ychamber and variable nozzle parts are designed, as in a typical case, to operate without injury even though a gas temperature of 4000 F. is reached during burst thrust periods due to injection of supplementary fuel. This is possible by reason of the particular arrangement of fuel injection and fuel vaporizing surfaces, which either directly cool the other parts by conduction and convection, or which act as black bodies to absorb heat from heat radiating parts which would otherwise fail by excessive scaling or melting'.

Economy of operation is of paramount importance in connection with a jet propulsion unit and. as before stated. the present invention affords a means for effecting the desired cooling of the combustion chamber walls by a cooling fluid in which the heat thus removed from the walls is fed back into the power plant for useful utillzation. The features of advantage of this invention are thus that cooling is effected without the usual heat loss penalty. Another 'important featative speeds of the gas turbine and compressorv f components of the power plant substantially constant and at optimum values corresponding to the designl values for maximum efliciency in the manner hereinbefore described and as shown and described in co-pending application, Serial No.

433,599. while variation of the thrust power Lis accomplished by `control of the quantity chin-.

jected supplementary fuel introduced y. into i the turbine exhaust gases in the secondary combustion zone. Minimum cruising power for the powler plant 'of this invention thus ordinarily corresponds'to that power obtained when no supplementary fuel is injected, and maximum power is produced when suiiicient supplementary fuel is introduced into thesecondary combustion zone "to consume substantially all of the excess air in The before described method of operation avoids the less desirable, less efficient method of operation usually employed by other jet propulsion power plants where variation of thrust power is accompanied by corresponding variation in the y rotativespeeds of the gas turbine and compressors'.AV It will be apparent that under such conditions as heretofore employed the lowering 11 of rotative speeds for cruising rates. results in lowered compression ratios and in lessened amounts of inducted air flowing through the plant which in turnlowers the plant thermal efficiency and ,iet eiliciency at a time when highest eiliciencies and maximum fuel economy are `most desired for attaining a maximum cruising range. Such lowered rotative speeds also result in deviations from design conditions which deviations result in lowered blade efiiciencies in the compressor and turbine.

It is to be understood that the foregoing is not to be hunting but may include any and all forms of method and apparatus which are included within the scopeI of the claims.

I claim:

1. In combination with a fluid reactive propulsion unit, a gas turbine casing having a gas exit, a nozzle in spaced downstream relation to said exit and adapted to discharge gases from said gas turbine casing in the form of a propulsive jet, a pressure resistant wall defining a secondary combustion zone interconnecting the exit of said turbine casing and said nozzle. a turbine rotor operating in said casing and cooperating therewith to provide a gas ilow area ahead of said secondary combustion zone which is restricted with relation to the flow area provided by -said zone, flow tubes within said zone in spaced adjacent relation to said wall to be in heat exchange relation with the gases in said zone and to protect said wall against the radiant heat of said gases, means to ilow fuel through said tubes, and fuel discharge means for intrducing fue] from said tubes into the gases flowing through said restricted iiow area.

2. In combination with a uuid reactive propulsion unit, a gas turbine casing having a gas exit, a nomle in spaced downstream relation to said exit and adapted to discharge gases from said turbine casing in the form of a propulsiva Jet, a wail defining a secondary combustion zone interconnecting the exit of said turbine casing and said nozzle, a turbine rotor operating in said casing and cooperating therewith to provide a gas iiow area ahead of said secondarycombustion zone which is restricted with relation to the flow area provided by said zone. a plurality of flow tubes within said zone arranged in spaced adjacent relation to said wall to protect said wall against radiant heat and to be in heat exchange relation with the gases flowing in said zone, means to flow fuel through said tubes, and fuel injecting means for discharging the vaporized fuel from said tubes into the gases in said restricted gas flow area in a direction substantially normal to the flow of gases through said restricted area.

3. In combination with a iluid reactive propulsion unit. a gas turbine casing having a-gas exit, a nozzle in spaced downstream relation to said exit and adapted to discharge gases from said gas turbine casing in the form of a propulsive jet, a pressure resistant wall defining a secondary combustion zone interconnecting the gases in said zone 'and to be in heat exchange relation with the gases, means to flow fuel through said tubes, and fuel injecting means at the upstream ends of said tubes to introduce vaporized fuel from the tubes into the gases passing through said restricted flow area.

4. In a gas reaction propulsion power plant, the combination of a gas turbine casing having a gas exit, a nozzle in spaced downstream relation to the gas exit of the turbine casing, a tubular wall extending between the exit of the turbine casing and the nozzle and defining a region of di'usion of the turbine gases and constituting I a secondary combustion chamber, a turbine rotor exit of said turbine casing and said nozzle, a

turbine rotor operating in said casing and cooperating therewith to provide gas flow area ahead of said secondary combustion zone which is restricted with relation to the flow area provided by said zone, a plurality of flow tubes extending axially in said zone in spaced adjacent relation to one another and to said wall to protect the wall against the radiant heat of the operating in said casing and cooperating there.- with to provide a gas flow area which is restricted with relation to the flow area provided by said secondary combustion chamber, a tubular series of axially extending fuel vaporizing tubes in spaced adjacent `relation to the inner surface' of said wall, means for passing fuel through said tubes. and means at the upstream end of said chamber receiving the vaporized fuel from the tubes and discharging it in a direction substantially normal to the direction of gas flow into said restricted flow area.

5. In combination with a fluid reactive propulsion unit, a gas turbine, a nozzle adapted to discharge gases from said turbine in the form of a propulsiva jet, an enclosure forming a secondary combustion zone interconnecting the discharge of said turbine and said nozzle, an annular manifold intermediate said turbine and said secondary combustion zone, return bend passages formed in the wall of said nozzle, flow tubes extending from said manifold to the return bend passages and spaced inwardly from the walls of said enclosure to be in heat exchange relation with gases in said enclosure, means to flow fuel into said manifold and through said flow tubes and return bend passages, and means to introduce fuel from said tubes into the gases in said secondary combustion zone.

6. In a gas reaction propulsion power plantr the combination of a gas turbine casing having a gas exit, a nozzle in spaced downstream relation to the gas exit of the turbine casing, a tubular wall extending between the exit of the turbine casing and the nozzle and defining a secondary combustion chamber and a region of the diffusion of the turbine gases, a turbine rotor operating in said casing and cooperating therewith to provide a gas flow area which is restricted with relation to the flow area provided by said secondary combustion chamber, a tubular series of fuel vaporizing tubes lining said`wall to be in heat exchange relation with the gases flowing through said chamber, means for flowing fuel through said tubes, and means adjacent the exit of the turbine receiving the vaporized fuel from said tubes and discharging the same into said area of restricted gas flow in a direction substantially normal to the direction oi' gas i'iow therethrough. said tubes being spaced from the inner surface of said Awall to leave an annular shaped passage for conducting a portion oi the turbine gases rearwardly toward the nozzle in heat exchange relation to said tubes.

7. Apparatus according to claim 6 including an annular manifold at one end of said wall having openings slidably receiving the end portions of said tubes whereby the tubes have freedom for thermal expansion and contraction.

8. Apparatus according to claim 6 in which said means for flowing fuel through said tubes in- 13 cludes a manifold having oblique ports discharging the fuel tangentially into the ends of said tubes to effect an initial spiral fiow of the fuel over the inside surfaces of said tubes.

9. In combination with a fluid reactive propulsion unit, a gas turbine including a rotor having a passage, a nozzle adapted to discharge gases from said turbine in the form of a propulslve jet, an enclosure forming a secondary combustion zone interconnecting the discharge of said turbine and said nozzle, an annular manifold intermediate said turbine and said secondary combustion zone, a plurality ofparallel axially positioned tubes extending along the inner surface of the walls of said secondary combustion zone in heat exchange relation with the gases in said enclosure, means to flow fuel into said manifold and through said tubes, means to introduce a portion of the fuel from said tubes into the gases in said secondary combustion zone, means to conduct another portion of the fuel from said manifold to said passage in the rotor of said turbine, and means to introduce said fuel from said turbine rotor passage into the gases in said secondary combustion zone.

l0. In combination with a fluid reactive propulsion unit, a gas turbine including a rotor having a passage, a nozzle adapted to discharge gases from said turbine in the form of a propulsive jet, an enclosure forming a secondary combustion zone interconnecting the discharge of said turbine and said nozzle, an annular manifold intermediate said turbine and said secondary combustion zone, a plurality of flow passages associated with the walls of said enclosure in heat exchange relation with the gases in said enclosure, means to flow fuel into said manifold and through said plurality of flow passages, means to introduce a portion of the fuel from said flow passages into the gases in said secondary combustion zone, means to conduct another portion of the fuel from said passages to said passage in the rotor of said turbine, and means to introduce said fuel from said rotor passage into the gases in said secondary combustion zone.

l1. In combination with a fluid reactive propulsion unit, a gas turbine including a rotor having a passage, a nozzle adapted to discharge gases from said turbine in the form of a propulsive jet, an enclosure forming a secondary combustion zone interconnecting the discharge of said turlbine and said nozzle, an annular manifold intermediate said turbine and said secondary combustion zone, a pluralitv of flow passages assoelated with the walls of said enclosure in heat exchange relation with the gases in said enclosure, means to flow fuel into said manifold and l through said pluralitv of flow passages. means to introduce a portion of the fuel from said flow passages radially inward into the gases in said secondary combustion zone, means to conduct another portion of the fuel from said passages to said passage in the rotor of said turbine, and means to introduce said fuel from said rotor nassage tangentially outward into the gases in said secondary combustion zone.

12. In combination with a fluid reactive propulsion unit, a gas turbine, a. nozzle adapted to discharge gases from said turbine in the form of a propulsive jet, a conduit forming a secondary combustion zone interconnecting the discharge of said turbine and said nozzle, a plurality of outer fuel inlet ports located intermediate the gas turbine discharge and the secondary cornbustion zone and adapted to direct sprays of fuel `affidare radially inward, and a plurality of innerfuel inlet ports located substantially opposite said outer ports and adapted to direct sprays of fuel radially outward and an annular baille positioned intermediate said outer and inner ports and coaxial with respect to said gas turbine and secondary combustion zone and means to supply fuel under pressure to said ports. Y

13. In combination with a fluid reactive propulsion unit, a gas turbine, a nozzle adapted to discharge gases from said turbine in the form of a propulsive jet, a conduit forming a secondary combustion zone interconnecting the discharge of said turbine and said nozzle, a plurality of outer fuel inlet ports located intermediate the gas turbine discharge and the secondary combustion zone and adapted to direct sprays of fuel radially inward, and a plurality of inner fuel inlet ports located in the gas turbine rotor substantially opposite said outer ports and adapted to direct sprays of fuel radially outward and an annular baille positioned intermediate said outer and inner ports and coaxial with respect to said gas turbine and secondary combustion zone and means to supply fuel under pressure to said ports.

14. Apparatus for use with a fluid reactive propulsion unit having a passage for the exhaust of gases comprising a conduit extending from said passage and defining a combustion chamber, a nozzle at the rear end of the conduit for discharging the gases in the form of a propulsive jet, a fuel manifold oi ring form at the forward end of the conduit, pairs of flow tubes extending rearwardly in the conduit from the manifold, means joining the rear ends of the tubes of each pair for the flow of iiuid from one to the other, said manifold having alternate metering orifices and recesses, one tube of each pair having its forward end in communication with an orifice to receive fuel therefrom, the other tube of each pair having its forward end in communication with a recess to deliver fuel vapor thereto, said recesses being open to the combustion chamber to discharge the fuel vapor therein. and means for supplying fuel to said manifold for flow through said orifices and tubes and for discharge in vapor form from said recesses for combustion in said zone. o

15. Apparatus for usewvith a fluid reactive propulsion unit having a passage for the exhaust of gases comprising a conduit extending from said passage and defining a combustion chamber, a nozzle at the rear end` of the conduit for discharging the gases in the form of a propulsive jet, there being an annular internal groove at the forward end of the conduit, a fuel manifold of ring form arranged in the groove for free independent thermal expansion and contraction, pairs of flow tubes extending rearwardly from the manifold to be in heat transfer relation to the gases in said chamber, means for maintaining the rear ends of the tubes of each pair in communication, the manifold having an orifice for communicating with the forward end of one tube of each pair and having a recess placing the forward end of the other tube of each pair in communication with said chamber, and means for supplying fuel to the manifold for passage through said orifices and ow through said pairs of tubes to discharge from said recesses in the form of vapor.

NATHAN C. PRICE.

(References on following page) me of thls patent:

Number Kerr June 4. 1940 19 Nuns f Date Lysholm Apr.' 28. 1942 Niles June 30, 1942 FOREIGN PA'I'ENTS Country Date Great Brltain July 21, 1932 France Oct. 21, 1935 France July 17. 1939 OTHER REFERENCES might." issue of oct. 9, 1941, pp. 239 and 242. 

